Anti-tip bracket for use with mobile shelving

ABSTRACT

An anti-tip assembly for use with a shelving system movable along a track. The track includes a first flange overhanging a first longitudinally extending channel and a second flange overhanging a second longitudinally extending channel. The anti-tip assembly includes an open ended channel, and a first bracket having a first flange extending into a first open end of the open ended channel, and a second flange extending into the first channel of the track. The anti-tip assembly further includes a second bracket having a first flange extending into a second open end of the open ended channel, and a second flange extending into the second channel of the track. The first and second brackets are slidable inside the open ended channel and coupled together with a maximum spacing therebetween. A biasing member biases the first and second brackets outwardly away from one another within the maximum spacing.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention is directed generally to a mobile in-track anti-tip system for use with a mobile shelving unit.

2. Description of the Related Art

Conventional mobile shelving units are shelving units supported by wheels that travel along one or more floor mounted tracks. The mobile shelving units may be arranged in a series and spaced apart along the track(s) so that a user can move the shelving units forward and backward along the track to gain access items stored in the shelving units. In many areas of the United States, laws or regulations require that mobile shelving units withstand at least a predetermined amount of seismic activity before tipping over and possibly injuring a user. Anti-tip systems typically used in conventional mobile shelving units include overhead systems and in-track systems. Overhead systems are coupled to the upper portions of the mobile shelving units. In contrast, in-track systems are configured to couple the shelving units to the track(s) to preventing tipping.

A need exists for new anti-tip systems for use with mobile shelving units. For example, an in-track anti-tip system that accommodates misaligned tracks is desirable. Further, an anti-tip system that may be serviced without the need to dissemble the shelving unit is also desirable. Additionally, anti-tip systems that may be configured to comply with the American's with Disabilities Act (“ADA”) are also desirable. Anti-tip systems that can be used with existing rack configurations are also desirable. The present application provides these and other advantages as will be apparent from the following detailed description and accompanying figures.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING(S)

FIG. 1 is a perspective view of a pair of shelving units each mounted to a separate mobile in-track anti-tip system supported on a surface by a pair of spaced apart substantially parallel tracks.

FIG. 2 is an enlarged fragmentary perspective view of an anti-tip assembly of the mobile in-track anti-tip system coupled to one of the shelving units of FIG. 1.

FIG. 3 is an enlarged fragmentary view of the mobile in-track anti-tip system coupled to one of the shelving units of FIG. 1.

FIG. 4 is an exploded fragmentary view of the mobile in-track anti-tip system of FIG. 3.

FIG. 5 is an enlarged exploded fragmentary view of a left front corner portion of the mobile in-track anti-tip system of FIG. 3 including a portion of the track adjacent the corner portion.

FIG. 6 is an enlarged exploded fragmentary view of the movable support assembly of the left front corner portion of the mobile in-track anti-tip system depicted in FIG. 5.

FIG. 7 is an enlarged fragmentary perspective view of the left front corner portion of the mobile in-track anti-tip system of FIG. 3 including a portion of the track adjacent the corner portion taken from the back.

FIG. 8 is an enlarged exploded fragmentary view of the anti-tip assembly of the left front corner portion of the mobile in-track anti-tip system depicted in FIG. 5.

FIG. 9 is an enlarged perspective view of a second anti-tip assembly of the mobile in-track anti-tip system of FIG. 3.

FIG. 10 is an enlarged perspective view of a braking assembly of the anti-tip assembly of FIG. 2.

FIG. 11 is an enlarged fragmentary perspective view of the left front corner portion of the mobile in-track anti-tip system of FIG. 3 taken from the back and illustrating the braking assembly in the brake released position.

FIG. 12 is an enlarged fragmentary perspective view of the left front corner portion of the mobile in-track anti-tip system of FIG. 3 taken from the front and illustrating the braking assembly in the brake released position.

FIG. 13 is an enlarged perspective view of a first alternate embodiment of a braking assembly for use with the anti-tip assembly of FIG. 2.

FIG. 14 is an enlarged fragmentary perspective view of an alternate embodiment of a track for use with an alternate embodiment of a wheel, which may be incorporated in the mobile in-track anti-tip system.

FIG. 15 is a partially exploded perspective view of a shelving unit movable along a plurality of spaced apart substantially parallel tracks including at least one anti-tip assembly coupling the shelving unit to one of the tracks.

FIG. 16 is an exploded perspective view of a support assembly of the shelving unit of FIG. 15.

FIG. 17 is an enlarged perspective view of an alternative embodiment of an anti-tip assembly for use with an alternate embodiment of a braking assembly illustrated in a brake released position.

FIG. 18 is an enlarged fragmentary perspective view of the braking and anti-tip assemblies of FIG. 17.

FIG. 19 is an enlarged perspective view of an inner C-shaped bracket of the anti-tip assembly of FIG. 17.

FIG. 20 is an enlarged fragmentary perspective view of an upright member, a retaining member, and a housing of the braking assembly of FIG. 17 connected to the first and second inner C-shaped brackets of the anti-tip assembly of FIG. 17 by a limit bolt having its distal end portion positioned inside the retaining member.

FIG. 21 is an enlarged perspective view of the anti-tip and braking assemblies of FIG. 17 illustrated in a brake engaged position.

FIG. 22 is an enlarged perspective view of the limit bolt, a first braking member, a second braking member, and a lock nut of the anti-tip and braking assemblies of FIG. 17.

FIG. 23 is an enlarged front view of the anti-tip and braking assemblies of FIG. 17 illustrated in a brake released position.

FIG. 24 is an enlarged front view of the anti-tip and braking assemblies of FIG. 17 illustrated in a brake engaged position.

DETAILED DESCRIPTION OF THE INVENTION

FIG. 1 illustrates a shelving unit 100 coupled to a mobile in-track anti-tip system 102 supported on a surface 104, such as a floor, by a first track “T1” spaced apart from and substantially parallel with a second track “T2.”

Tracks

In the embodiment illustrated, the first track “T1” is substantially identical to the second track “T2.” Each of the tracks “T1” and “T2” is elongated and defines a separate path of travel (illustrated by a double headed arrows “P1” and “P2,” respectively) for the shelving unit 100 along the surface 104. The tracks “T1” and “T2” are spaced apart and arranged along the surface 104 such that they are substantially parallel with one another. Unfortunately, real world constraints make it difficult to align the tracks “T1” and “T2” to be perfectly parallel. Thus, a certain amount of misalignment is generally present. The anti-tip system 102 is configured to travel along a less than perfectly aligned pair of tracks “T1” and “T2,” avoid binding that might otherwise be caused by such misalignment, and at the same time prevent the shelving unit 100 from becoming disengaged from the tracks “T1” and “T2” and tipping over.

As mentioned above, the first track “T1” is substantially identical to the second track “T2.” For ease of illustration, the structures of the first and second tracks “T1” and “T2” will be described with respect to the second track “T2.” However, all of the structures described with respect to the second track “T2” are also present in the substantially identical first track “T1.”

Turning to FIG. 2, the second track “T2” has a longitudinally extending central portion 140 and a first pair of flanges 142 and 144 that extend outwardly away from the central portion 140 and along the surface 104 (see FIG. 1). For ease of illustration, the surface 104 has been omitted from FIG. 2. Fasteners 146, such as concrete fasteners, concrete anchors, bolts, screws, and the like, may be used to fasten the first pair of flanges 142 and 144 to the surface 104 (see FIG. 1).

The second track “T2” includes a second pair of flanges 152 and 154 spaced upwardly from the first pair of flanges 142 and 144, respectively, and extending outwardly away from the central portion 140. The flange 152 has a distal portion 156 and the flange 154 has a distal portion 158.

A first longitudinally extending channel 162 is defined between the flange 142 and the flange 152 and a second longitudinally extending channel 164 is defined between the flange 144 and the flange 154. The flange 152 overhangs the first channel 162 and the flange 154 overhangs the second channel 164. The first channel 162 has a bottom portion 166 and the second channel 164 has a bottom portion 168.

The central portion 140 has an upwardly opening channel 170 defined between a pair of spaced apart angled sidewalls 172 and 174 and a bottom portion 176 extending transversely between the sidewalls 172 and 174. The bottom portion 176 may be curved or trough shaped. At least a portion of each of the sidewalls 172 and 174 may be lined along the inside of the channel 170 by a wear strip 178. In the embodiment illustrated, each of the sidewalls 172 and 174 has a pair of spaced apart lips 182 and 184 configured to retain the wear strip 178 against the sidewall.

The central portion 140 includes a stiffener 190 opposite the channel 170 and adjacent the surface 104 (see FIG. 1). The stiffener 190 is configured to help maintain the shape of the central portion 140 and/or provide guiding for multiple sections of track.

FIG. 14 illustrates an alternate embodiment of the second track “T2.” Like reference numerals have been used to identify like components in FIG. 14 and FIG. 2. Turning to FIG. 14, a track 192 includes a longitudinally extending rail 194 disposed within an upwardly opening channel 195 located in the central portion 140 of the track 192. In the embodiment illustrated, the rail 194 has a generally circular cross-sectional shape. However, this is not a requirement and embodiments in which the rail has alternate cross-sectional shapes, such as oval, elliptical, square, rectangular, arbitrary, and the like, are within the scope of the present teachings. A first longitudinally extending side channel 196 extends along one side of the rail 194 and a second longitudinally extending side channel 197 extends along the other side of the rail 194. Further, in the embodiment illustrated, the wear strips 178 (see FIG. 2) and lips 182 and 184 (see FIG. 2) configured to retain the wear strip 178 against the sidewalls 172 and 174 have been omitted. The track 192 may be used with the mobile in-track anti-tip system 102 (see FIG. 1) in place of the first track “T1,” and/or the second track “T2.”

Shelving Unit

The shelving unit 100 depicted in FIG. 1 and described herein is provided for illustrative purposes. As is appreciated by those of ordinary skill in the art, the shelving unit 100 is not intended to be limiting and through application of ordinary skill to the present teachings, the anti-tip system 102 could be used with other shelving unit configurations.

The shelving unit 100 illustrated includes four spaced apart upright supports 200A-200D and at least one shelf 202 extending between the upright supports 200A-200D. Each of the shelves 202 is illustrated as being generally rectangular in shape supported at its corners by the upright supports 200A-200D. As may best be viewed in FIG. 3, each of the upright supports 200A-200D has a lower or base portion 204A-204D, respectively, that is coupled to the anti-tip system 102. Optionally, each of the base portions 204A-204D includes at least one aperture 206.

Optionally, a second shelving unit 220 may be coupled to a second mobile in-track anti-tip system 222 substantially identical to the first mobile in-track anti-tip system 102 and configured to move the second shelving unit 220 along the first and second tracks “T1” and “T2.” Further, additional shelving units (not shown) may be arranged in a series along the first and second tracks “T1” and “T2” and configured to move along the first and second tracks “T1” and “T2.”

Mobile in-Track Anti-Tip System

As may best be viewed in FIGS. 3 and 4, the anti-tip system 102 includes a support frame 300, a plurality of movable support assemblies 302A-302D, and a plurality of anti-tip assemblies 304A-304D. The support frame 300 provides attachment points to couple the movable support assemblies 302A-302D, and the anti-tip assemblies 304A-304D to the base portions 204A-204D of the shelving unit 100. The support assemblies 302A-302D support the shelving unit 100 (see FIG. 1) and allow it to be moved along the tracks “T1” and “T2” (see FIG. 1). The anti-tip assemblies 304A-304D prevent the shelving unit 100 from being tipped over or otherwise disengaged from the tracks “T1” and “T2” (see FIG. 1). Optionally, the anti-tip system 102 includes a braking assembly 306 configured to prevent movement of the shelving unit 100 along the tracks “T1” and “T2.”

Support Frame

The support frame 300 includes a plurality of corner brackets 310A-310D, and a plurality of frame members 312A-312D. The corner brackets 310A-310D couple the frame members 312A-312D to the base portions 204A-204D of the upright supports 200A-200D. The corner brackets 310A-310D are substantially identical to one another. However, as is apparent to those of ordinary skill in the art, the orientation of the brackets 310A-310D varies depending upon to which of the upright supports 200A-200D the brackets are coupled. Each of the corner brackets 310A-310D may be implemented as an upright L-shaped member having a first arm portion 314 coupled to a second arm portion 316 by a bent portion 318. The first arm portion 314 and the second arm portion 316 may mirror one another across the bent portion 318.

The first arm portion 314 and the second arm portion 316 each include one or more through-holes 319 and at least one aperture 320 (illustrated as a slot). Each of the apertures 320 is configured to receive a fastener (not shown) that may be used to couple the corner brackets 310A-310D to the base portions 204A-204D, respectively, of the upright supports 200A-200D, respectively, of the shelving unit 100 (see FIG. 1). For example, after the apertures 320 of each of the corner brackets 310A-310D are aligned with the apertures 206 formed in the base portions 204A-204D, respectively, fasteners (not shown) may be inserted through the aligned apertures 320 and 206 and used to couple the corner brackets 310A-310D to the upright supports 200A-200D, respectively.

Each of the frame members 312A-312D is generally L-shaped having a first arm portion 322 coupled to a second arm portion 324 by a bent portion 326. Each of the frame members 312A-312D further includes a first end portion 332 opposite a second end portion 334. A first through-hole 336 is formed in the second arm portion 324 in the first end portion 332 of each of the frame members 312A-312D. A second through-hole 338 is formed in the second arm portion 324 in the second end portion 334 of each of the frame members 312A-312D.

One or more through-holes 339 may be formed in the first arm portion 322 at both the first end portions 332 and the second end portions 334 of the frame members 312A and 312C. The through-holes 339 formed in the first end portion 332 of the frame member 312A are configured to be aligned with the through-holes 319 formed in the first arm portion 314 of the corner bracket 310B. The through-holes 339 formed in the second end portion 334 of the frame member 312A are configured to be aligned with the through-holes 319 formed in the second arm portion 316 of the corner bracket 310A. The through-holes 339 formed in the first end portion 332 of the frame member 312C are configured to be aligned with the through-holes 319 formed in the first arm portion 314 of the corner bracket 310D. The through-holes 339 formed in the second end portion 334 of the frame member 312C are configured to be aligned with the through-holes 319 formed in the second arm portion 316 of the corner bracket 310C.

At the first corner bracket 310A, the second end portion 334 of the first frame member 312A is coupled to the first end portion 332 of the fourth frame member 312D. When so coupled, the first through-hole 336 of the first end portion 332 of the fourth frame member 312D is aligned with the second through-hole 338 of the second end portion 334 of the first frame member 312A and a fastener 340A, such as a bolt, screw, and the like, is inserted through the aligned through-holes 336 and 338 to couple the frame members 312A and 312D together.

At the second corner bracket 310B, the first end portion 332 of the first frame member 312A is coupled to the second end portion 334 of the second frame member 312B. When so coupled, the second through-hole 338 of the second end portion 334 of the second frame member 312B is aligned with the first through-hole 336 of the first end portion 332 of the first frame member 312A and a fastener 340B, such as a bolt, screw, and the like, is inserted through the aligned through-holes 338 and 336 to couple the frame members 312A and 312B together.

At the third corner bracket 310C, the first end portion 332 of the second frame member 312B is coupled to the second end portion 334 of the third frame member 312C. When so coupled, the first through-hole 336 of the first end portion 332 of the second frame member 312B is aligned with the second through-hole 338 of the second end portion 334 of the third frame member 312C and a fastener 340C, such as a bolt, screw, and the like, is inserted through the aligned through-holes 336 and 338 to couple the frame members 312B and 312C together.

At the fourth corner bracket 310D, the first end portion 332 of the third frame member 312C is coupled to the second end portion 334 of the fourth frame member 312D. When so coupled, the second through-hole 338 of the second end portion 334 of the fourth frame member 312D is aligned with the second through-hole 336 of the first end portion 332 of the third frame member 312C and a fastener 340D, such as a bolt, screw, and the like, is inserted through the aligned through-holes 338 and 336 to couple the frame members 312C and 312D together.

Movable Support Assemblies

In the embodiment illustrated, the movable support assemblies 302A-302D are coupled to the support frame 300. Each of the movable support assemblies 302A-302D is configured to support at least a portion of the shelving unit 100 via the support frame 300. Together the movable support assemblies 302A-302D are movable along the tracks “T1” and “T2” (illustrated in FIG. 1). Referring to FIG. 1, when sufficient motive force is applied to the shelving unit 100 (for example, when a user manually pushes the shelving unit 100), the shelving unit 100 is movable along the paths of travel (illustrated by the double headed arrows “P1” and “P2,” respectively) defined by the tracks “T1” and “T2.” Motive force may be applied to the shelving unit 100 manually by a user and/or mechanically by an assist device (not shown), such as a mechanical or electrically powered assist device (not shown).

Returning to FIGS. 3 and 4, in the embodiment illustrated, the first support assembly 302A is coupled to second end portion 334 of the first frame member 312A, the second support assembly 302B is coupled to first end portion 332 of the first frame member 312A, the third support assembly 302C is coupled to second end portion 334 of the third frame member 312C, and the fourth support assembly 302D is coupled to first end portion 332 of the third frame member 312C. The support assemblies 302A-302D are substantially identical to one another. Therefore, for the sake of brevity, only the second support assembly 302B will be described in detail.

FIG. 5 provides an exploded view of the second support assembly 302B and the components of the anti-tip system 102 adjacent the second support assembly 302B. FIG. 6 provides an enlarged exploded view of the components of the second support assembly 302B. FIG. 7 illustrates the support assembly 302B coupled to first end portion 332 of the first frame member 312A. For ease of illustration, the second frame member 312B has been omitted from FIGS. 5-7.

Referring to FIG. 7, the support assembly 302B includes a wheel 342 configured to be received inside the upwardly opening channel 170 of the second track “T2.” The wheel 342 may be rolled along the wear strips 178 lining the sidewalls 172 and 174 when the shelving unit 100 (see FIG. 1) is moved from one location to another.

FIG. 14 illustrates an alternate embodiment of the wheel 342 for use with the track 192 having the rail 194. Like reference numerals have been used to identify like components in FIG. 14 and FIG. 7. Turning to FIG. 14, a wheel 343 includes a circumferentially extending groove 344 configured to receive an upper portion of the rail 194. The wheel 343 may roll along the rail 194 in a manner similar to the manner in which a wheel of train rolls along a rail of a train track. The groove 344 is flanked by a first circumferentially outwardly extending portion 345 and a second circumferentially outwardly extending portion 347. The first outwardly extending portion 345 extends downwardly into the first longitudinally extending side channel 196, which extends longitudinally alongside the rail 194, and the second outwardly extending portion 347 extends downwardly into the second longitudinally extending side channel 197, which extends longitudinally alongside the rail 194. The first and second outwardly extending portions 345 and 347 help maintain the rail 194 inside the groove 344 of the wheel 343 thereby helping to maintain the wheel 343 on the track 192 as it rolls along the track 192.

Turning to FIG. 6, the support assembly 302B includes a U-shaped wheel mount member 346. In the embodiment illustrated in the figures, the wheel mount member 346 has a pair of spaced apart substantially parallel sidewalls 350 and 352 defining a gap 356 therebetween. Each of the sidewalls 350 and 352 has a top portion 360, a bottom portion 362 opposite the top portion, a first edge portion 364, and second edge portion 366 opposite the first edge portion. Further, a through-hole 368 extends laterally through each of the sidewalls 350 and 352. The through-holes 368 formed in the sidewalls 350 and 352 are juxtaposed with one another and aligned across the gap 356. The sidewalls 350 and 352 are coupled together along their top portions 360 by a transverse portion 370. A through-hole 374 is formed in the transverse portion 370.

Optionally, the wheel mount member 346 includes a plurality of bores or channels 378 each configured to receive a fastener 380 (see FIGS. 5 and 7), such as a bolt, screw, and the like, used to fasten the wheel mount member 346 to the first arm portion 322 of the first frame member 312A at its first end portion 332. Each of the channels 378 has an open end portion 379 along the first edge portion 364 of the sidewalls 350 and 352.

In the embodiment illustrated, the wheel 342 is rotatably coupled to the wheel mount member 346 by an axle 384. The axle 384 is disposed inside the through-holes 368 formed in the sidewalls 350 and 352 and extends between the spaced apart sidewalls 350 and 352 through the gap 356. The wheel 342 rotates on the axle 384 within the gap 356.

The wheel mount member 346 is coupled to the first frame member 312A between the first and second arm portions 322 and 324. In the embodiment illustrated, the transverse portion 370 of the wheel mount member 346 is adjacent the second arm portion 324 of the first frame member 312A and the through-hole 374 is aligned with the first through-hole 336 formed in the second arm portion 324 of the first frame member 312A at its the first end portion 332. The first edge portions 364 of the sidewalls 350 and 352 are adjacent the first arm portion 322 with the open end portions 379 of the channels 378 aligned with the through-holes 339 formed in the first arm portion 322 of the first frame member 312A at its first end portion 332. When so aligned, the fasteners 380 (see FIGS. 5 and 7) may be passed through the through-holes 339 and into the channels 378 and used to fasten the wheel mount member 346 to the first frame member 312A.

Anti-Tip Assemblies

The anti-tip assemblies 304A-304D are substantially identical to one another. Therefore, for the sake of brevity, only the second anti-tip assembly 304B will be described in detail. However, because the second anti-tip assembly 304B is illustrated as being configured for use with the optional braking assembly 306, FIG. 9 has been included to provide a view of the fourth anti-tip assembly 304D, which has not been configured for use with the braking assembly 306.

FIG. 2 provides a front view of the assembled second anti-tip assembly 304B, and FIG. 8 provides an enlarged exploded view of the components of the second anti-tip assembly 304B. The anti-tip assembly 304B illustrated includes a mounting bracket 410, an inner C-shaped bracket 420, an outer C-shaped bracket 422, an inner slip or wear plate 426, an outer slip or wear plate 428, a limit bolt 430 (see FIGS. 2 and 5), a biasing mechanism (e.g., a return spring 434), an upper slip spacer 436, a lower slip spacer 438, an upper spacer 440, a lower spacer 442, and a lock nut 446. Optionally, the anti-tip assembly 304B may include a bumper assembly 450.

FIGS. 2 and 5 illustrate the second anti-tip assembly 304B configured for use with the optional braking assembly 306. In such an embodiment, the limit bolt 430 is configured to extend through the components of both the optional braking assembly 306 and the anti-tip assembly 304B. In embodiments of the anti-tip assembly not configured for use with the optional braking assembly 306 (e.g., the fourth anti-tip assembly 304D illustrated in FIG. 9), the limit bolt 430 may be shorter.

Referring to FIG. 2, the mounting bracket 410 couples the other components of the anti-tip assembly 304B to the first arm portion 314 of the corner bracket 310B of the support frame 300 (see FIG. 3). The mounting bracket 410 includes a U-shaped portion 460 flanked by two outwardly extending flanges 464 and 466.

As may best be viewed in FIG. 8, the U-shaped portion 460 includes a first sidewall 461, a second sidewall 462 spaced apart from the first sidewall, and a transverse portion 463 extending between and connecting the first and second sidewalls 461 and 462. Referring to FIG. 2, when the flanges 464 and 466 are adjacent the first arm portion 314 of the corner bracket 310B, the first and second sidewalls 461 and 462 of the U-shaped portion 460 extend outwardly from the first arm portion 314 of the corner bracket 310B to space the transverse portion 463 away from the first arm portion 314 of the corner bracket 310B. An open-ended chamber 470 is defined between the first arm portion 314 of the corner bracket 310B, the first sidewall 461, the second sidewall 462, and the transverse portion 463. The open-ended chamber 470 has a first opening 472 opposite a second opening 474 (see FIG. 9). Returning to FIG. 8, each of the first and second sidewalls 461 and 462 includes a through-hole 468 (see FIGS. 8 and 9). The through-holes 468 of the first and second sidewalls 461 and 462 are juxtaposed and aligned across the open-ended chamber 470.

The flanges 464 and 466 may include one or more through-holes 476 configured to receive the fasteners 380. Turning to FIG. 5, the fasteners 380 may be inserted into the through-holes 476 of the mounting bracket 410, through the through-holes 319 formed in the first arm portion 314 of the corner bracket 310B, through the through-holes 339 formed in the first arm portion 322 of the frame member 312A at its first end portion 332, and into the channels 378 of the wheel mount member 346. Thus, the fasteners 380 may be used to fasten the support assembly 302B to the first arm portion 322 of the frame member 312A and the anti-tip assembly 304B to the first arm portion 314 of the corner bracket 310B.

The inner and outer C-shaped brackets 420 and 422 may be substantially identical to one other. Each has a body portion 480 having an upper flange 484 spaced apart from a lower flange 488. The upper flange 484 has a notched portion 492 defining an off-center projecting portion 490. The lower flange 488 has a distal portion 493. The body portion 480 has a through-hole 494 configured to receive the limit bolt 430. The body portion 480 has a first edge portion 497 and a second edge portion 498 opposite the first edge portion. Optionally, a notch 496 may be formed in the second edge portion 498.

The inner and outer wear plates 426 and 428 may be substantially identical to one other. In the embodiment illustrated, each of the inner and outer wear plates 426 and 428 is substantially planar and has an upper portion 500 and a through-hole 502 configured to receive the limit bolt 430.

The limit bolt 430 (see FIGS. 2 and 5) has a head portion 510, and a shaft portion 512 extending away from the head portion 510. The shaft portion 512 having an unthreaded portion 514, and a threaded portion 516 opposite the head portion. The threaded portion 516 is configured to thread into the lock nut 446. Optionally, one or more spacers or washers 518 may be disposed between the lock nut 446 and the inner C-shaped bracket 420. Further, in embodiments that include the braking assembly 306, one or more optional spacers or washers 520 may be disposed between the head portion 510 and the braking assembly 306. Alternatively, referring to FIG. 9, in embodiments that do not include the braking assembly 306, the one or more optional washers 520 may be disposed between the head portion 510 and the outer C-shaped bracket 422.

Returning to FIG. 2, the biasing mechanism is illustrated as being the return spring 434. The return spring 434 is illustrated as a coil spring configured to be disposed circumferentially about portions of the unthreaded and threaded portions 514 and 516 of the limit bolt 430 located between the inner and outer wear plates 426 and 428.

Turning to FIG. 8, the upper and lower slip spacers 436 and 438 may be substantially identical to one another. Each of the upper and lower slip spacers 436 and 438 is substantially planar and has an outer planar surface 522 opposite an inner planar surface 524. A projection or peg 528 extends outwardly from the outer planar surface 522.

The upper and lower spacers 440 and 442 may be substantially identical to one other. Each of the upper and lower spacers 440 and 442 is substantially planar and has a through-hole 530. The through-hole 530 of the upper spacer 440 is configured to receive the outwardly extending peg 528 of the upper slip spacer 436 and the through-hole 530 of the lower spacer 442 is configured to receive the outwardly extending peg 528 of the lower slip spacer 438.

The optional bumper assembly 450 may include a bumper 540 having an interior channel 544 configured to receive one of the fasteners 380, which is inserted into one of the through-holes 476 formed in the flange 464 of the mounting bracket 410. One or more spacers 548 (e.g., washers) may be used to determine how far the bumper 540 extends outwardly from the flange 464 of the mounting bracket 410.

The upper spacer 440, the lower spacer 442, the upper slip spacer 436, and the lower slip spacer 438 are disposed inside the open-ended chamber 470 (see FIG. 2) of the mounting bracket 410. The inner planar surface 524 of the lower slip spacer 438 faces the inner planar surface 524 of the upper slip spacer 436. Thus, the outwardly extending pegs 528 extend in opposite directions from the outer planer surfaces 522 of the upper and lower slip spacers 436 and 438.

The outwardly extending peg 528 of the upper slip spacer 436 extends upwardly through the through-hole 530 formed in the upper spacer 440 and the through-hole 468 formed in the first sidewall 461 of the U-shaped portion 460 of the mounting bracket 410. Thus, the peg 528 is maintained inside the open-ended chamber 470 (see FIG. 2) by the through-hole 468 formed in the first sidewall 461 of the U-shaped portion 460 of the mounting bracket 410. The outwardly extending peg 528 of the lower slip spacer 438 extends downwardly through the through-hole 530 formed in the lower spacer 442 and the through-hole 468 formed in the second sidewall 462 of the U-shaped portion 460 of the mounting bracket 410. Thus, the peg 528 is maintained inside the open-ended chamber 470 by the through-hole 468 formed in the second sidewall 462 of the U-shaped portion 460 of the mounting bracket 410. In this manner, as the flanges 484 of the inner and outer C-shaped brackets 420 and 422 move laterally inside the open-ended chamber 470 (see FIG. 2), lateral movement of the upper slip spacer 436, the lower slip spacer 438, the upper spacer 440, and the lower spacer 442 is limited by the pegs 528 received inside the through-holes 530 and 468. In other words, the upper slip spacer 436, the lower slip spacer 438, the upper spacer 440, and the lower spacer 442 are anchored to the mounting bracket 410 inside the open ended channel 470.

The flanges 484 of the inner and outer C-shaped brackets 420 and 422 extend into opposite ends 472 and 474, respectively, of the open-ended chamber 470 of the mounting bracket 410 and are positioned between the inner planar surfaces 524 of the upper and lower slip spacers 436 and 438. The flanges 484 rest upon the inner planar surface 524 of the lower slip spacer 438 and are slidable relative to the upper and lower slip spacers 436 and 438 inside the open-ended chamber 470. In the embodiment depicted, the off-center projecting portions 490 of the inner and outer C-shaped brackets 420 and 422 are positioned alongside one another between the upper and lower slip spacers 436 and 438. Specifically, the off-center projecting portion 490 of the inner C-shaped bracket 420 is at least partially received inside the notch 492 of the outer C-shaped bracket 422 and the off-center projecting portion 490 of the outer C-shaped bracket 422 is at least partially received inside the notch 492 of the inner C-shaped bracket 420.

A depth of insertion of the inner C-shaped bracket 420 into the open-ended chamber 470 is limited by contact with the flange 484 of the outer C-shaped bracket 422 and a depth of insertion of the outer C-shaped bracket 422 into the open-ended chamber 470 is limited by contact with the flange 484 of the inner C-shaped bracket 420. Further, forward and backward directed movement of the inner and outer C-shaped brackets 420 and 422 inside the open-ended chamber 470 is limited by engagement between their adjacent off-center projecting portions 490.

The inner wear plate 426 is adjacent the body portion 480 of the inner C-shaped bracket 420 between the upper and lower flanges 484 and 488. An upper portion 500 of the inner wear plate 426 may abut the sidewall 462 of the U-shaped portion 460 of the mounting bracket 410 along the first open end 472 (see FIG. 2) of the open ended channel 470 (see FIG. 2). The outer wear plate 428 is adjacent the body portion 480 of the outer C-shaped bracket 422 between the upper and lower flanges 484 and 488. An upper portion 500 of the outer wear plate 428 may abut the sidewall 462 of the U-shaped portion 460 of the mounting bracket 410 along the second open end 474 (see FIG. 9) of the open ended channel 470 (see FIG. 9).

Turning to FIG. 2, the inner and outer wear plates 426 and 428 are positioned to engage the flanges 152 and 154, respectively, of the track “T2.” As the shelving unit 100 (see FIG. 1) is moved along the tracks “T1” and “T2,” the anti-tip assemblies 302A-302D may shift laterally relative to the tracks “T1” and “T2,” causing the inner wear plate 426 and/or outer wear plate 428 to engage the distal portions 156 and 158, respectively, of the flanges 152 and 154, respectively. Further, when the braking assembly 306 is engaged (see FIGS. 2, 3, and 7), the inner and outer wear plates 426 and 428 engage the distal portions 156 and 158, respectively, of the flanges 152 and 154, respectively.

The limit bolt 430 extends through the through-hole 494 formed in the outer C-shaped bracket 422, the through-hole 502 formed in the outer wear plate 428, the through-hole 502 formed in the inner wear plate 426, and the through-hole 494 formed in the inner C-shaped bracket 420. As mentioned above, the return spring 434 is disposed about the limit bolt 430 between the inner and outer wear plates 426 and 428. The return spring 434 is compressed between the inner and outer wear plates 426 and 428 and applies an outwardly directed force to each of them, biasing them outwardly. The inner and outer wear plates 426 and 428 bear against the inner and outer C-shaped brackets 420 and 422, respectively, biasing them outwardly. The lock nut 446 is configured not to pass through either the through-hole 494 formed in the inner C-shaped bracket 420, or the through-hole 502 formed in the inner wear plate 426. Thus, the outward movement of the inner C-shaped bracket 420 is limited by the lock nut 446 threaded onto the threaded portion 516 of the limit bolt 430. The head portion 510 of the limit bolt 430 is configured not to pass through either the through-hole 494 formed in the outer C-shaped bracket 422, or the through-hole 502 formed in the outer wear plate 428. Thus, the outward movement of the outer C-shaped bracket 422 is limited by the head portion 510 of the limit bolt 430.

As is apparent to those of ordinary skill in the art, the braking assembly 306 may be disposed between the outer C-shaped bracket 422 and the head portion 510 of the limit bolt 430. In such embodiments, the outward movement of the outer C-shaped bracket 422 bears against the braking assembly 306, pressing it outwardly. The outward movement of the braking assembly 306 is limited by the head portion 510 of the limit bolt 430. In other words, the outward movement of the outer C-shaped bracket 422 is limited by the head portion 510 of the limit bolt 430 even when the braking assembly 306 disposed therebetween.

Thus, the distance between the head portion 510 of the limit bolt 430 and the lock nut 446 may determine, at least in part, the spacing between the inner and outer C-shaped brackets 420 and 422. However, a minimum spacing between the inner and outer C-shaped brackets 420 and 422 may be determined at least in part by the depths of insertion of the inner or outer C-shaped brackets 420 and 422 into the open ended channel 470. As explained above, the depths of insertion of the inner or outer C-shaped brackets 420 and 422 into the open ended channel 470 may be determined by the depths at which the flanges 484 of the inner and outer C-shaped brackets 420 and 422 engage each other inside the open ended channel 470.

The spacing between the inner and outer C-shaped brackets 420 and 422 is adequate to position the flange 488 of the inner C-shaped bracket 420 under the flange 154 of the track “T2” and inside the second channel 164 and at the same time, position the flange 488 of the outer C-shaped bracket 422 under the flange 152 of the track “T2” and inside the first channel 162. So long as the flange 488 of the inner C-shaped bracket 420 remains in the inside the second channel 164 and the flange 488 of the outer C-shaped bracket 422 remains in the inside the first channel 162, the flanges 154 and 152 prevent the flanges 488 of the inner and outer C-shaped brackets 420 and 422 from being disengaged from the track “T2.” The spacing between the inner and outer C-shaped brackets 420 and 422 may be adjusted by tightening or loosening the lock nut 446.

As the shelving unit 100 (see FIG. 1) is pushed along the tracks “T1” and “T2,” the inner and outer wear plates 426 and 428 may engage the flanges 154 and 152, respectively. This engagement causes the flanges 484 to slide between the upper and lower slip spacers 436 and 438 changing the positions of the inner and outer C-shaped brackets 420 and 422 relative to the mounting bracket 410 and in some instances, changing the spacing between the inner and outer C-shaped brackets 420 and 422. In this manner, the shelving unit 100 (see FIG. 1) may be pushed long tracks that are not perfectly parallel to one another. The compressed return spring 434 helps maintain the spacing between the inner and outer C-shaped brackets 420 and 422 by biasing the inner and outer C-shaped brackets 420 and 422 outwardly after they have been forced inwardly.

As explained above, the inner and outer C-shaped brackets 420 and 422 are allowed to float (or change position relative to the mounting bracket 410) to accommodate misalignment of the tracks “T1” and “T2.” In other words, by allowing the inner and outer C-shaped brackets 420 and 422 to float laterally relative to the track, misalignment is tolerated. Further, the inner and outer C-shaped brackets 420 and 422 are held in position by the limit bolt 430 and the return spring 434. The limit bolt 430 and the return spring 434 maintain a predetermined spacing between the inner and outer C-shaped brackets 420 and 422 while allowing them to float between the upper and lower slip spacers 436 and 438. The predetermined spacing may be adjusted during installation by tightening or loosening the lock nut 446.

As is apparent to those of ordinary skill in the art, because the anti-tip assemblies 304A-304D are coupled to the support frame 300 separately from the movable support assemblies 302A-302D, the support frame 300 and the support assemblies 302A-302D used alone. Thus, the tracks “T1” and “T2,” the support frame 300, and the support assemblies 302A-302D may be installed without the anti-tip assemblies 304A-304D. Optionally, the anti-tip assemblies 304A-304D may then be installed at a later time.

The mobile in-track anti-tip system 102 may be serviced without the need to dissemble the shelving unit 100. Further, while the anti-tip system 102 has been illustrated as including the anti-tip assemblies 304A-304D, one at each corner of the support frame 300, fewer anti-tip assemblies may be coupled to the support frame. For example, only the anti-tip assemblies 304A and 304B may be used. Alternatively, only the anti-tip assemblies 304C and 304D may be used. By way of another non-limiting example, only the anti-tip assemblies 304B and 304C may be used. By way of yet another non-limiting example, only the anti-tip assemblies 304A and 304D may be used.

Turning to FIG. 1, the compact nature of the anti-tip system 102 may be configured to require little extra spacing between adjacent shelving units 100 and 220. Further, the anti-tip system 102 may be configured so that it does not require extra track. Additionally, the anti-tip system 102 may be configured to comply with American's with Disabilities Act (“ADA”) standards. For example, the tracks “T1” and “T2” may be constructed to have a height measured from the surface 104 that is less than a legal prescribed amount (e.g., less than about ⅝ inches).

Braking Assembly

In a first embodiment depicted in FIGS. 1-5, 7, 10-12, the optional braking assembly 306 includes a foot actuated pedal 600 and a braking member 610. Turning to FIG. 10, the foot actuated pedal 600 includes a lever portion 620 having a distal end portion 622 coupled to a foot receiving portion 624 and a proximal end portion 626 pivotally coupled to the second anti-tip assembly 304B. The proximal end portion 626 includes a through-hole 628 configured to receive the limit bolt 430 (see FIG. 5) which passes through the through-hole 628 and couples the proximal end portion 626 to the second anti-tip assembly 304B (see FIG. 5). The lever portion 620 pivots about the unthreaded portion 514 (see FIG. 5) of the limit bolt 430 (see FIG. 5) which functions as a pivot pin. Optionally, the foot receiving portion 624 may include treads 630 or other anti-slip structures to prevent the users foot from slipping off the foot receiving portion 624.

The lever portion 620 pivots about the limit bolt 430 (see FIG. 5) between a brake engaged position (see FIGS. 2, 3, and 7) and a brake released position (see FIGS. 11 and 12). Alternatively, the lever portion 620 may rotate the limit bolt 430 (see FIG. 5) as the lever portion 620 pivots between the brake engaged position and the brake released position. Turning to FIG. 7, when the lever portion 620 is in the brake engaged position, the braking assembly 306 presses against the outer C-shaped bracket 422 pressing the outer wear plate 428 into the distal portion 156 of the flange 152 of the track “T2.” At the same time, the braking assembly 306 pulls longitudinally on the limit bolt 430, drawing the inner C-shaped bracket 420 toward the flange 154 of the track “T2” and pressing the inner wear plate 426 into the distal portion 158 of the flange 154. As the outer wear plate 428 is biased toward the flange 152 and the inner wear plate 426 is biased against the flange 154, the return spring 434 (see FIG. 2) is compressed between the inner and outer wear plates 426 and 428. In other words, the inner and outer C-shaped brackets 420 and 422 (and the inner and outer wear plates 426 and 428) clamp or pinch the track “T2.” Frictional engagement between the inner and outer wear plates 426 and 428 and the flanges 154 and 152, respectively, limit the movement of the support assembly 302B along the track “T2,” thereby braking the shelving unit 100 (see FIG. 1).

Optionally, when the lever portion 620 is in the brake engaged position, the distal portion 493 of the flange 488 of the outer C-shaped bracket 422 may be biased against the inside of the channel 162 of the track “T2.” For example, the distal portion 493 of the flange 488 of the outer C-shaped bracket 422 may be biased against the bottom portion 166 of the channel 162 of the track “T2.” Similarly, as may best be viewed in FIG. 2, when the lever portion 620 is in the brake engaged position, the distal portion 493 of the flange 488 of the inner C-shaped bracket 420 may be biased against the inside of the channel 164 of the track “T2.” For example, the distal portion 493 of the flange 488 of the inner C-shaped bracket 420 may be biased against the bottom portion 168 of the channel 164 of the track “T2.” Frictional engagement between the distal portions 493 of the flanges 488 of the inner and outer C-shaped brackets 420 and 422 and the inside of the channels 164 and 162, respectively, limit the movement of the support assembly 302B (see FIG. 7) along the track “T2,” thereby braking the shelving unit 100 (see FIG. 1).

Turning to FIGS. 11 and 12, when the lever portion 620 is in the brake released position, the braking assembly 306 does not exert force on either the outer C-shaped bracket 422 or the inner C-shaped bracket 420. Thus, the braking assembly does not cause the frictional engagement between the inner and outer wear plates 426 and 428 and the flanges 154 and 152, respectively. Further, the braking assembly does not cause the frictional engagement between the distal portions 493 of the flanges 488 of the inner and outer C-shaped brackets 420 and 422 and the inside of the channels 164 and 162, respectively. In other words, the movement of the support assembly 302B (see FIG. 11) along the track “T2” is not limited by the braking assembly 306 when the lever portion 620 is in the brake released position.

Depending upon the implementation details, the braking assembly 306 may be foot actuated. For example, the lever portion 620 may be manually pivoted about the limit bolt 430 from the brake released position to the brake engaged position when a user applies a downwardly directed force with his/her foot to the foot receiving portion 624 coupled to the distal end portion 622 (see FIG. 10) of the lever portion 620. The lever portion 620 may be manually pivoted about the limit bolt 430 from the brake engaged position to the brake released position when a user applies an upwardly directed force (e.g., with his/her foot) to the foot receiving portion 624 coupled to the distal end portion 622 (see FIG. 10) of the lever portion 620.

The braking member 610 is configured to rotate with the lever portion 620 about the limit bolt 430. This may be achieved by non-rotatably coupling the braking member 610 to the lever portion 620. By way of a non-limiting example, the braking member 610 may be welded or otherwise affixed or adhered permanently or removably to the lever portion 620.

Returning to FIG. 10, the braking member 610 includes a through-hole 640 configured to receive and retain a portion of the unthreaded portion 514 (see FIG. 2) of the limit bolt 430 (see FIG. 2). The through-hole 640 may be formed along an outside edge 643 of the braking member 610. The through-hole 640 may include a lip portion 648 configured to retain the unthreaded portion 514 (see FIG. 2) of the limit bolt 430 (see FIG. 2) inside the through-hole 640.

The braking member 610 has a generally c-shaped portion 642 with a body portion 644 and a pair of spaced part outwardly extending flanges 646 and 648. Each of the flanges 646 and 648 extends toward the proximal end portion 626 of the lever portion 620. Depending upon the implementation details, the flanges 646 and 648 may be affixed to the proximal end portion 626 of the lever portion 620. In the embodiment depicted, the through-hole 640 is formed in the body portion 644 and the flanges 646 and 648 are substantially parallel to the limit bolt 430.

The body portion 644 includes a projection or dimple 650 that extends inwardly toward the second anti-tip assembly 304B (see FIG. 2). Turning to FIG. 11, the dimple 650 is configured to be received inside the notch 496 of the outer C-shaped bracket 422 when the lever portion 620 is in the brake released position. Turning to FIG. 7, the dimple 650 is further configured to press upon the body portion 480 of the outer C-shaped bracket 422 when the lever portion 620 is in the brake engaged position. In other words, when the lever portion 620 is pivoted about the limit bolt 430, the dimple 650 travels between the notch 496 (the brake released position) and a location on the body portion 480 of the outer C-shaped bracket 422 (the brake engaged position).

Returning to FIGS. 2 and 10, the braking member 610 includes two stops 660 and 662. The first stop 660 extends inwardly from the body portion 644 toward the second anti-tip assembly 304B. The stop 660 may be implemented as a flange extending parallel to the limit bolt 430 and toward the inner C-shaped bracket 420. The stop 660 is substantially parallel to the un-notched first edge 497 of the body portion 480 of the outer C-shaped bracket 422 when the lever portion 620 is in the brake engaged position (see FIGS. 2, 3, and 7).

The stop 660 is configured to limit the pivoting of the lever portion 620 about the limit bolt 430 by contacting the un-notched first edge 497 of the body portion 480 of the outer C-shaped bracket 422. For example, turning to FIG. 12, when the lever portion 620 is pivoted toward the brake released position, the stop 660 will abut a first (lower) position 670 of the un-notched first edge 497 of the body portion 480 of the outer C-shaped bracket 422 to limit the rotation of the lever portion 620 about the limit bolt 430. Similarly, turning to FIG. 2, when the lever portion 620 is pivoted toward the brake engaged position, the stop 660 will abut a second (upper) position 672 of the un-notched first edge 497 of the body portion 480 of the outer C-shaped bracket 422 to limit the rotation of the lever portion 620 about the limit bolt 430.

The second stop 662 extends upwardly from the flange 646 and inwardly toward the second anti-tip assembly 304B. The stop 662 may be implemented as a flange that is substantially orthogonal to the flange 646. Referring to FIG. 2, the stop 662 may be substantially parallel to the first arm portion 314 of the corner bracket 310B when the lever portion 620 is in the brake engaged position. The stop 662 is configured to limit the pivoting of the lever portion 620 about the limit bolt 430 by contacting the first arm portion 314 of the corner bracket 310B whenever the lever portion 620 is pivoted from the brake released position to the brake engaged position. Specifically, when the lever portion 620 is pivoted toward the brake engaged position, the stop 662 will abut the first arm portion 314 of the corner bracket 310B and limit the rotation of the lever portion 620 about the limit bolt 430. However, the stop 662 does not limit the rotation of the lever portion 620 when it is pivoted toward the brake released position.

The braking assembly 306 includes few moving parts and may be readily incorporated into the mobile in-track anti-tip system 102 (see FIGS. 1-3). Further, an amount of braking force required to pivot the lever portion 620 from the brake released position to the brake engaged position may be adjusted by tightening or loosing the lock nut 446 on the limit bolt 430.

In a first alternate embodiment, illustrated in FIG. 13, the stop 662 (see FIG. 10) is omitted from a braking member 710 of a braking assembly 706. Further, in the embodiment illustrated, the optional treads 630 (see FIG. 10) have also been omitted.

Alternate Embodiment

FIGS. 17-24 illustrate a braking assembly 720 for use with an anti-tip assembly 722 which may be used with the movable support assembly 302B (see FIGS. 23 and 24) and the support frame 300 (see FIGS. 1 and 3). As is apparent to those of ordinary skill in the art, the anti-tip assembly 722 may be used in place of any of the anti-tip assemblies 304A-304D (see FIG. 4). As is also apparent to those of ordinary skill in the art, the anti-tip assembly 722 may be used without the braking assembly 720. For ease of illustration, like reference numerals have been used in the figures to identify like components. Only the components of the anti-tip assembly 722 that differ substantially from the components of the anti-tip assembly 304B (see FIG. 5) will be described in detail.

In FIG. 17, the braking assembly 720 is illustrated in the brake released position. Turning to FIG. 17, the braking assembly 720 is coupled to the anti-tip assembly 722 by a generally L-shaped limit bolt 730. The limit bolt 730 includes a first leg portion 732 connected to a second leg portion 736 by a bent portion 738. The first leg portion 732 and the second leg portion 736 each extend away from the bent portion 738 in different directions. The first leg portion 732 may be substantially orthogonal to the second leg portion 736. However, this is not a requirement. The first leg portion 732 functions in a manner similar to the manner in which the shaft portion 512 of the limit bolt 430 functions (see FIG. 5). Thus, to use the anti-tip assembly 722 without the braking assembly 720, the limit bolt 430 may be substituted for the limit bolt 730.

For illustrative purposes, the upright support 200B (illustrated in FIG. 17) and the second frame member 312B (illustrated in FIG. 17) have been omitted from FIGS. 18, 21, 23, and 24. Turning to FIG. 18, the anti-tip assembly 722 includes the mounting bracket 410, the biasing mechanism (e.g., the return spring 434), and the lock nut 446. Optionally, the anti-tip assembly 722 may include the bumper assembly 450, the upper slip spacer 436, the lower slip spacer 438 (see FIG. 8), the upper spacer 440 (see FIG. 8), the lower spacer 442. In the embodiment illustrated, the anti-tip assembly 722 includes the upper slip spacer 436, the lower spacer 442, and the bumper assembly 450.

The anti-tip assembly 722 includes an inner C-shaped bracket 740 substantially similar to the inner C-shaped bracket 420 (see FIG. 8) of the second anti-tip assembly 304B and an outer C-shaped bracket 742 substantially similar to the outer C-shaped bracket 422 (see FIG. 8) of the second anti-tip assembly 304B. The inner and outer C-shaped brackets 740 and 742 may be substantially identical to one another. In the embodiment illustrated, the inner and outer C-shaped brackets 740 and 742 are identical to one another. The inner C-shaped bracket 740 is rotated 180 degrees relative to the outer C-shaped bracket 742 and juxtaposed across the track “T2” from the outer C-shaped bracket 742. For this reason, only the inner C-shaped bracket 740 will be described in detail.

FIG. 19 illustrates the inner C-shaped bracket 740. The inner C-shaped bracket 740 has a body portion 748 which includes the upper flange 484 spaced apart from the lower flange 488. The body portion 748 includes the through-hole 494, which in this embodiment is configured to receive the first leg portion 732 of the limit bolt 730. However, the body portion 748 omits the notch 496 (see FIG. 8) formed in the second edge portion 498 of the body portion 480 of the inner C-shaped bracket 420 (see FIG. 8). The body portion 748 has a dimple 750 formed therein that extends in a direction opposite the direction in which the upper and lower flanges 484 and 488 extend. Referring to FIG. 18, when the anti-tip assembly 722 is assembled, the dimple 750 projects outwardly from the body portion 748 away from the upwardly opening channel 170 of the track “T2.” Returning to FIG. 19, in the embodiment illustrated, the dimple 750 is located between the through-hole 494 and the lower flange 488. The dimple 750 is located approximately midway between the first edge portion 497 and the second edge portion 498 of the body portion 748.

Returning to FIG. 18, the flanges 484 of the inner and outer C-shaped brackets 740 and 742 extend into opposite ends 472 and 474, respectively, of the open-ended chamber 470 of the mounting bracket 410 and are positioned the upper slip spacer 436 and the lower spacer 442. The flanges 484 rest upon lower spacer 442 and are slidable relative to the upper slip spacer 436 and the lower spacer 442 inside the open-ended chamber 470.

The anti-tip assembly 722 includes inner and outer wear plates 756 and 758. However, unlike the inner and outer wear plates 426 and 428 (illustrated in FIG. 8) of the second anti-tip assembly 304B (see FIG. 8), the inner and outer wear plates 756 and 758 do not include the through-hole 502 (see FIG. 8). Instead, the inner and outer wear plates 756 and 758 extend along only a portion of the body portion 748 located between the through-hole 494 (see FIG. 19) and the lower flange 488 of the inner and outer C-shaped brackets 740 and 742, respectively. Further, the inner and outer wear plates 756 and 758 extend from the first edge portion 497 (see FIG. 19) to the second edge portion 498 (see FIG. 19) of the body portions 748 of the inner and outer C-shaped brackets 740 and 742, respectively. In the embodiment illustrated, each of the inner and outer wear plates 756 and 758 is substantially planar. The inner and outer wear plates 756 and 758 may be affixed to the inner and outer C-shaped brackets 740 and 742, respectively, using any method known in the art.

The inner wear plate 756 is positioned between the body portion 748 of the inner C-shaped bracket 740 and the flange 154 of the track “T2.” When the braking assembly 720 is in the brake engaged position (illustrated in FIGS. 21 and 24), the inner wear plate 756 engages the flange 154 of the track “T2.” When the braking assembly 720 is in the brake released position (illustrated in FIGS. 17, 18, 20, and 23), the inner wear plate 756 is spaced apart from the flange 154 but may engage therewith if the tracks “T1” and “T2” are misaligned. Similarly, the outer wear plate 758 is positioned between the body portion 748 of the outer C-shaped bracket 742 and the flange 152 of the track “T2.” When the braking assembly 720 is in the brake engaged position, the outer wear plate 758 engages the flange 152 of the track “T2.” When the braking assembly 720 is in the brake released position, the outer wear plate 758 is spaced apart from the flange 152 but may engage therewith if the tracks “T1” and “T2” are misaligned.

The first leg portion 732 of the limit bolt 730 includes a distal threaded portion 762 opposite the bent portion 738 and an unthreaded portion 764 located between the bent portion 738 of the limit bolt 730 and the distal threaded portion 762. The return spring 434 is located between the inner and outer C-shaped brackets 740 and 742 and disposed circumferentially about a portion of the unthreaded portion 764 and optionally, about a portion of the threaded portion 762.

The distal threaded portion 762 is configured to thread into the lock nut 446. The threaded portion 762 has a first relieved portion 766A opposite a second relieved portion 766B. Each of the relieved portions 766A and 766B extend longitudinally from the end of the first leg portion 732 toward the bent portion 738. Thus, the threaded portion 762 has a cross-sectional shape other than circular. Each of the relieved portions 766A and 766B has a generally planar outer surface 768. However, this is not a requirement.

Returning to FIG. 17, optionally, the second leg portion 736 includes a downwardly bent distal portion 769 opposite the bent portion 738.

The braking assembly 720 includes an upright actuator assembly 770 mounted by an upright mounting bracket 772 to the upright support 200B of the shelving unit 100 (see FIG. 1). The upright actuator assembly 770 includes an upright member 774 having a distal end portion 776 coupled to a foot receiving portion 778 and a proximal end portion 780 coupled to a retaining member 782. Optionally, the foot receiving portion 778 may include treads (not shown) or other anti-slip structures to prevent the users foot from slipping off the foot receiving portion 778. By way of a non-limiting example, the proximal end portion 780 may be coupled to the retaining member 782 by a fastener 783, such as a bolt, screw, and the like.

Returning to FIG. 18, the retaining member 782 includes a channel 784 configured to receive and trap the bent distal portion 769 of the second leg portion 736 of the limit bolt 730 therein. The channel 784 is at least partially defined between an upper wall 785 (see FIG. 24) and a lower wall 787 (see FIG. 24). The bent distal portion 769 passes at least part way through the channel 784 and is free to move therein relative to the retaining member 782 as the braking assembly 720 transitions between the brake released position and the brake engaged position.

For illustrative purposes, the upright support 200B, the first frame member 312A, the second frame member 312B, the upright mounting bracket 772, the corner bracket 310B, and the support assembly 302B have been omitted from FIG. 20. Turning to FIG. 20, the upright member 774 is slidably received inside a housing 786. The upright member 774 and the retaining member 782 move together as a unit when the upright member 774 slides relative to the housing 786. The housing 786 has an interior chamber 788 which, in the embodiment illustrated, is open along a portion 789 adjacent the upright mounting bracket 772 (see FIG. 17). However, this is not a requirement. In the embodiment illustrated, the open portion 789 of the interior chamber 788 is closed by the upright mounting bracket 772 (see FIG. 17).

An intermediate portion 790 of the upright member 774 located between the distal end portion 776 (see FIG. 17) and the proximal end portion 780 (see FIG. 17) extends through the interior chamber 788 of the housing 786. A transverse member or pin 792 extends laterally through the upright member 774. Opposite end portions of the transverse pin 792 extend outwardly beyond the upright member 774 and provide stops for a biasing member, illustrated as a coil spring 794. The coil spring 794 extends between a bottom surface 796 of the interior chamber 788 and the end portions of the transverse pin 792. Thus, the coil spring 794 may be compressed between the bottom surface 796 of the interior chamber 788 and the end portions of the transverse pin 792. When so compressed, the coil spring 794 exerts an upwardly directed biasing force on the end portions of the transverse pin 792 which is translated to the upright member 774 biasing the upright member upwardly.

Turning to FIG. 17, optionally, a cushioning member 798 is pivotably coupled to the housing 786 with its bottom surface 901 facing toward at least a portion of an upper exterior surface 799 of the housing 786 adjacent the interior chamber 788 (see FIG. 20). A through-hole 903 is formed in the upper exterior surface 799 to provide access into the interior chamber 788. The cushioning member 798 has a through-hole 905 formed therein and aligned with the through-hole 903. The upright member 774 passes through the through-hole 905 and the through-hole 903 and into the interior chamber 788.

A biasing member, illustrated as a coil spring 906, extends between the bottom surface 901 of the cushioning member 798 and the upper exterior surface 799 of the interior chamber 788. Thus, when the cushioning member 798 is pivoted toward the upper exterior surface 799 of the interior chamber 788, the coil spring 794 is compressed between the bottom surface 901 of the cushioning member 798 and the upper exterior surface 799 of the interior chamber 788. When so compressed, the coil spring 794 exerts an upwardly directed biasing force on the bottom surface 901 of the cushioning member 798 which pivots the cushioning member 798 away from the upper exterior surface 799 of the interior chamber 788. The cushioning member 798 in turn biases the foot receiving portion 778 (see FIGS. 17 and 21) upwardly.

Referring to FIGS. 22-24, the braking assembly 720 includes an inner braking member 910 and an outer braking member 912. The inner and outer braking members 910 and 912 may each be substantially planar. By way of a non-limiting example, the inner and outer braking members 910 and 912 may be constructed from sheet metal. Both the inner and outer braking members 910 and 912 are non-rotatably connected to the first leg portion 732 of the limit bolt 730 and configured to rotate therewith as a unit.

The inner braking member 910 includes a through-hole 916 (see FIG. 22) configured to non-rotatably receive the first and second relieved portions 766A and 766B of the distal threaded portion 762 of the first leg portion 732 of the limit bolt 730. The inner braking member 910 is positioned between the inner C-shaped bracket 740 and the lock nut 446. The interior shape of the through-hole 916 may correspond to the outer shape of the portion of the threaded portion 762 received therein. For example, the through-hole 916 may include a first flat portion 918A adjacent the planar outer surface 768 of the first relieved portion 766A and a second flat portion 918B adjacent the planar outer surface 768 (see FIG. 18) of the second relieved portion 766B (see FIG. 18). Thus, the through-hole 916 provides a keyway configured to receive the first and second relieved portions 766A and 766B of the threaded portion 762, which define a key that is non-rotatable within the keyway. Engagement between the key and keyway cause the inner braking member 910 and the first leg portion 732 of the limit bolt 730 to rotate together as a unit.

The outer braking member 912 includes a through-hole 920 configured to receive the unthreaded portion 764 of the first leg portion 732 of the limit bolt 730. The outer braking member 912 is positioned on the unthreaded portion 764 between the outer C-shaped bracket 742 and the bent portion 738 of the limit bolt 730. The shape of the through-hole 920 may correspond to the outer shape of the portion of the unthreaded portion 764 received therein. For example, both the through-hole 920 and the unthreaded portion 764 may have generally circular cross-sectional shapes. The outer braking member 912 is non-rotatably fastened to the unthreaded portion 764. By way of a non-limiting example, the outer braking member 912 may be welded to the unthreaded portion 764. Thus, the outer braking member 912 and the first leg portion 732 of the limit bolt 730 are rotatable together as a unit.

Turning now to FIGS. 23 and 24, optionally, the one or more washers 518 may be disposed between the inner braking member 910 and the inner C-shaped bracket 740. Further, one or more optional washers (not shown) may be disposed between the outer braking member 912 and the outer C-shaped bracket 742.

As mentioned above, the return spring 434 is compressed between the inner and outer C-shaped brackets 740 and 742 and applies an outwardly directed force to each of them, biasing them outwardly. The lock nut 446 is configured not to pass through the through-hole 916 (see FIG. 22) formed in the inner braking member 910, which is configured not to pass through the through-hole 494 (see FIG. 19) formed in the inner C-shaped bracket 740. Thus, the outward movement of the inner C-shaped bracket 740 is limited by the lock nut 446 threaded onto the distal threaded portion 762. The outer braking member 912 is configured not to pass through the through-hole 494 (see FIG. 19) formed in the outer C-shaped bracket 742. Thus, the outward movement of the outer C-shaped bracket 742 is limited by the outer braking member 912.

The inner and outer C-shaped brackets 740 and 742 are allowed to float (or change position relative to the mounting bracket 410) to accommodate misalignment of the tracks “T1” and “T2.” The limit bolt 730 and the return spring 434 maintain a predetermined spacing between the inner and outer C-shaped brackets 740 and 742 while allowing them to float within the channel 470 (see FIG. 18). The predetermined spacing may be adjusted during installation by tightening or loosening the lock nut 446.

Both the inner and outer braking members 910 and 912 include a first cutout 930 formed in their forward facing edge portions 934. The first cutout 930 of the inner braking member 910 is configured to receive the dimple 750 formed in the inner C-shaped bracket 740, when the braking assembly 720 is in the brake released position (see FIG. 23). The first cutout 930 of the outer braking member 912 is configured to receive the dimple 750 formed in the outer C-shaped bracket 742, when the braking assembly 720 is in the brake released position.

Both the inner and outer braking members 910 and 912 include an inwardly facing portion 938 adjacent the first cutout 930. The inwardly facing portion 938 of the inner braking member 910 is configured to abut the dimple 750 formed in the inner C-shaped bracket 740 and apply an inwardly directed force thereto when the braking assembly 720 is in the brake engaged position (see FIG. 24). The inwardly facing portion 938 of the outer braking member 912 is configured to abut the dimple 750 formed in the outer C-shaped bracket 742 and apply an inwardly directed force thereto when the braking assembly 720 is in the brake engaged position. In other words, as the inner and outer braking members 910 and 912 are rotated, they travel relative to the dimples 750 to selectively position the dimples 750 inside the first cutouts 930 (the brake released position) and to selectively position the inwardly facing portions 938 adjacent the dimples 750 (the brake engaged position).

Returning to FIG. 22, optionally, both the inner and outer braking members 910 and 912 include a second cutout 940 formed in their rearward facing edge portions 944. The second cutouts 940 of the inner and outer braking members 910 and 912 allow the inner and outer braking members 910 and 912 to be rotated with the limit bolt 730 without interference from other components. In other words, the second cutouts 940 are configured to avoid interference between the inner and outer braking members 910 and 912 and the other components.

FIGS. 21 and 24 illustrate the braking assembly 720 in the brake engaged position. A user actuates the braking assembly 720 (i.e., transitions the braking assembly 720 from the brake released position to the brake engaged position) by pressing downwardly (e.g., with his/her foot or hand) on the foot receiving portion 778 coupled to the distal end portion 776 of the upright member 774 thereby compressing the coil spring 794 (see FIG. 20) inside the interior chamber 788 (see FIG. 20) and moving the retaining member 782 coupled to the proximal end portion 780 of the upright member 774 downwardly.

When the retaining member 782 moves downwardly, the bent distal portion 769 of the second leg portion 736 of the limit bolt 730 is pressed downwardly by the retaining member 782, which rotates the first leg portion 732 of the limit bolt 730 relative to the inner and outer C-shaped brackets 740 and 742. By way of a non-limiting example, the upper wall 785 of the channel 784 may press downwardly on the bent distal portion 769 of the second leg portion 736 of the limit bolt 730, which is free to move within the channel 784 to allow the L-shaped limit bolt 730 to rotate within the through-holes 494 (see FIG. 19) of the inner and outer C-shaped brackets 740 and 742.

As the braking assembly 720 transitions from the brake released position to the brake engaged position, the rotation of the first leg portion 732 of the limit bolt 730 rotates the inner and outer braking members 910 and 912 to position the inwardly facing portion 938 of the inner braking member 910 adjacent the dimple 750 of the inner C-shaped bracket 740 and the inwardly facing portion 938 of the outer braking member 912 adjacent the dimple 750 of the outer C-shaped bracket 742 thereby exerting an inwardly directed force on the inner and outer C-shaped brackets 740 and 742. This presses the outer wear plate 758 into the distal portion 156 of the flange 152 of the track “T2” and the inner wear plate 756 into the distal portion 158 of the flange 154 of the track “T2.” As the outer wear plate 758 is biased toward the flange 152 and the inner wear plate 756 is biased against the flange 154, the return spring 434 (see FIG. 24) is compressed between inner and outer C-shaped brackets 740 and 742. In other words, the inner and outer C-shaped brackets 740 and 742 (and the inner and outer wear plates 756 and 758) clamp or pinch the track “T2.” Frictional engagement between the inner and outer wear plates 756 and 758 and the flanges 154 and 152, respectively, limit the movement of the support assembly 302B along the track “T2,” thereby braking the shelving unit 100 (see FIG. 1).

Optionally, the distal portion 493 of the flange 488 of the outer C-shaped bracket 742 may be biased against the inside of the channel 162 of the track “T2.” For example, the distal portion 493 of the flange 488 of the outer C-shaped bracket 742 may be biased against the bottom portion 166 of the channel 162 of the track “T2.” Similarly, the distal portion 493 of the flange 488 of the inner C-shaped bracket 740 may be biased against the inside of the channel 164 of the track “T2.” For example, the distal portion 493 of the flange 488 of the inner C-shaped bracket 740 may be biased against the bottom portion 168 of the channel 164 of the track “T2.” Frictional engagement between the distal portions 493 of the flanges 488 of the inner and outer C-shaped brackets 740 and 742 and the inside of the channels 164 and 162, respectively, limit the movement of the support assembly 302B along the track “T2,” thereby braking the shelving unit 100 (see FIG. 1).

FIGS. 17 and 23 illustrate the braking assembly 720 in the brake released position. To release the braking assembly 720 (i.e., transition the braking assembly 720 from the brake engaged position to the brake released position), the user pulls upwardly (e.g., with his/her foot or hand) on the foot receiving portion 778 coupled to the distal end portion 776 of the upright member 774 thereby uncompressing the coil spring 794 (see FIG. 20) inside the interior chamber 788 (see FIG. 20) and moving the retaining member 782 coupled to the proximal end portion 780 of the upright member 774 upwardly. The upward movement of the foot receiving portion 778 may be assisted by the biasing force exerted on the upright member 774 by the coil spring 794.

When the retaining member 782 moves upwardly, the bent distal portion 769 of the second leg portion 736 of the limit bolt 730 is pulled upwardly by the retaining member 782, which rotates the first leg portion 732 of the limit bolt 730 relative to the inner and outer C-shaped brackets 740 and 742. By way of a non-limiting example, the lower wall 787 of the channel 784 may push upwardly on the bent distal portion 769 of the second leg portion 736 of the limit bolt 730, which is free to move within the channel 784 to allow the L-shaped limit bolt 730 to rotate within the through-holes 494 (see FIG. 19) of the inner and outer C-shaped brackets 740 and 742.

Rotation of the first leg portion 732 of the limit bolt 730 rotates the inner and outer braking members 910 and 912 to position the dimples 750 inside the first cutouts 730 thereby eliminating the inwardly directed force exerted by the inwardly facing portions 938 on the inner and outer C-shaped brackets 740 and 742 when the braking assembly 720 was in the brake engaged position. The return spring 434 pushes the outer C-shaped bracket 742 and the outer wear plate 758 away from the distal portion 156 of the flange 152 of the track “T2” and the inner C-shaped bracket 740 and the inner wear plate 756 away from the distal portion 158 of the flange 154 of the track “T2.” Thus, the track “T2” is released by the inner and outer C-shaped brackets 740 and 742 (and the inner and outer wear plates 756 and 758). In this configuration, the braking assembly 720 does not exert an inwardly directed force on either the outer C-shaped bracket 742 or the inner C-shaped bracket 740. Thus, the braking assembly does not cause the frictional engagement between the inner and outer wear plates 756 and 758 and the flanges 154 and 152, respectively. Further, the braking assembly 720 does not cause the frictional engagement between the distal portions 493 of the flanges 488 of the inner and outer C-shaped brackets 740 and 742 and the inside of the channels 164 and 162, respectively. In other words, the movement of the support assembly 302B (see FIG. 23) along the track “T2” is not limited by the braking assembly 720 when it is in the brake released position.

Alternate Embodiment

FIGS. 15 and 16 illustrate a mobile shelving unit 800 having a plurality of spaced apart upright supports 810A, 810B, and 810C. The upright supports 810A and 810B may be coupled together by laterally extending members 814 and 816 and the upright supports 810B and 810C may be coupled together laterally by laterally extending members 818 and 820. One or more cantilever shelf supports 830 may be coupled to each of the upright supports 810A, 810B, and 810C and arranged to support storage units (e.g., a storage bin 834, a wire basket 836, and the like) and shelves (e.g., a planar shelf 840, a wire shelf 842, and the like). The storage units and/or shelves may be coupled to the cantilever shelf supports 830 in any manner known in the art.

The upright supports 810A, 810B, and 810C are supported by movable support assemblies 850A, 850B, and 850C, respectively, disposed on tracks “T3,” “T4,” and “T5,” respectively. Each of the tracks “T3,” “T4,” and “T5” may be implemented as the track “T2” illustrated in FIG. 2, the track 192 illustrated in FIG. 14, and the like. The tracks “T3,” “T4,” and “T5” are spaced apart and substantially parallel to one another. However, as explained above, a certain amount of misalignment is generally present. The tracks “T3,” “T4,” and “T5” define a travel path for the mobile shelving unit 800.

The support assemblies 850A, 850B, and 850C are substantially identical to one another. Therefore, only the support assembly 850A will be described in detail. As may best be viewed in FIG. 16, the support assembly 850A includes an outer cover 860 having an open lower portion 862 closed at one end by a first downwardly extending end flange 863, and closed at the other end by a second downwardly extending end flange 864.

The support assembly 850A includes an elongated support member 866 substantially aligned longitudinally with the track “T3.” The support member 866 is configured to nest inside the open lower portion 862 of the outer cover 860 between the first and second end flanges 863 and 864. Optionally, the support member 866 may be coupled to the outer cover 860. The support member 866 may have a generally U-shaped cross-sectional shape defined by a first downwardly extending sidewall 872, a second downwardly extending sidewall 874 spaced part from the first sidewall, and a transverse upper wall 876 connecting the first and second sidewalls together.

A downward opening channel 878 is defined between the spaced part first and second sidewalls 872 and 874. The channel 878 has an open first end portion 879 opposite an open second end portion 880. The open first end portion 879 is adjacent the first end flange 863 when the support member 866 is inside the open lower portion 862 of the outer cover 860. Thus, the first end flange 863 may close the open first end portion 879 of the channel 878. Similarly, the open second end portion 880 is adjacent the second end flange 864 when the support member 866 is inside the open lower portion 862 of the outer cover 860. Thus, the second end flange 864 may close the open second end portion 880 of the channel 878.

A plurality of axles 882 extend between the first and second sidewalls 872 and 874 within the downward opening channel 878. Each of the axles 882 may be substantially identical to the axle 384 (see FIGS. 5 and 6). Wheels 884 are rotatably mounted to the axles 882 and configured to rotate within the open channel 878 and roll along the track “T3.” Each of the wheels 884 may be substantially identical to the embodiment of the wheel 342 illustrated in FIG. 6, the embodiment of the wheel 342 illustrated in FIG. 14, and the like.

In the embodiment illustrated in FIG. 16, a first anti-tip assembly 890 is coupled to the first end flange 863 adjacent the open first end portion 879 of the open channel 878 by one or more brackets 894. The first anti-tip assembly 890 may be substantially identical to the anti-tip assembly 304B (see FIG. 5). Optionally, the braking assembly 306 may be coupled to the first anti-tip assembly 890. An optional cover 896 may be coupled over the first anti-tip assembly 890 by a cover mounting bracket 898.

Optionally, a second anti-tip assembly (not shown) may be coupled to the second end flange 864 adjacent the open second end portion 880 of the open channel 878 by one or more brackets (not shown) substantially identical to the brackets 894. The second anti-tip assembly may be substantially identical to the anti-tip assembly 304B (see FIG. 5). Optionally, a second braking assembly 306 may be coupled to the second anti-tip assembly (not shown). An optional cover (not shown) substantially identical to the optional cover 896 may be coupled over the second anti-tip assembly by a cover mounting bracket (not shown) substantially identical to the cover mounting bracket 898.

In the embodiment illustrated, one or more brackets 900 are coupled to the second end flange 864 adjacent the open second end portion 880 of the open channel 878. Further, an optional cover 902 is coupled to the brackets 900 by a cover mounting bracket 904. The cover 902 may be substantially identical to the cover 896 and the cover mounting bracket 904 may be substantially identical to the cover mounting bracket 898.

Returning to FIG. 15, the support assembly 850A, the first anti-tip assembly 890, and the optional second anti-tip assembly (not shown) are configured to allow the mobile shelving unit 800 to travel along the less than perfectly aligned tracks “T3,” “T4,” and “T5,” avoid binding that might otherwise be caused by such misalignment, and at the same time prevent the mobile shelving unit 800 from becoming disengaged from the track “T3” and tipping over.

While the support assemblies 850A, 850B, and 850C have been described as being substantially identical to one another, they may differ from one another with respect to whether they include the first anti-tip assembly 890, the second anti-tip assembly, and neither the first anti-tip assembly nor the second anti-tip assembly. For example, as illustrated in FIG. 15, the support assembly 850A may include only the first anti-tip assembly 890 and the support assemblies 850B and 850C may include neither the first anti-tip assembly 890 nor the second anti-tip assembly (not shown).

The foregoing described embodiments depict different components contained within, or connected with, different other components. It is to be understood that such depicted architectures are merely exemplary, and that in fact many other architectures can be implemented which achieve the same functionality. In a conceptual sense, any arrangement of components to achieve the same functionality is effectively “associated” such that the desired functionality is achieved. Hence, any two components herein combined to achieve a particular functionality can be seen as “associated with” each other such that the desired functionality is achieved, irrespective of architectures or intermedial components. Likewise, any two components so associated can also be viewed as being “operably connected,” or “operably coupled,” to each other to achieve the desired functionality.

While particular embodiments of the present invention have been shown and described, it will be obvious to those skilled in the art that, based upon the teachings herein, changes and modifications may be made without departing from this invention and its broader aspects and, therefore, the appended claims are to encompass within their scope all such changes and modifications as are within the true spirit and scope of this invention. Furthermore, it is to be understood that the invention is solely defined by the appended claims. It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims (e.g., bodies of the appended claims) are generally intended as “open” terms (e.g., the term “including” should be interpreted as “including but not limited to,” the term “having” should be interpreted as “having at least,” the term “includes” should be interpreted as “includes but is not limited to,” etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases “at least one” and “one or more” to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles “a” or “an” limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases “one or more” or “at least one” and indefinite articles such as “a” or “an” (e.g., “a” and/or “an” should typically be interpreted to mean “at least one” or “one or more”); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of “two recitations,” without other modifiers, typically means at least two recitations, or two or more recitations).

Accordingly, the invention is not limited except as by the appended claims. 

1. An in-track anti-tip system for use with a shelving unit and a pair of spaced apart tracks that together define a travel path, the system comprising: a support frame connectable to the shelving unit; a plurality of movable support assemblies connected to the support frame for moving the support frame along the tracks, the support frame being configured to support the shelving unit on the movable support assemblies while being moved along the tracks; and a plurality of anti-tip assemblies connectable to the support frame, each of the anti-tip assemblies having a pair of spaced apart juxtaposed bracket members movably couplable to the tracks, the bracket members of the anti-tip assemblies being movable laterally relative to the travel path to accommodate misalignment of the tracks.
 2. The system of claim 1 for use with a pair of spaced apart tracks each having a first channel extending along the travel path, and a second channel opposite the first channel and extending along the travel path, wherein the bracket members of each of the anti-tip assemblies flank one of the tracks, a first of the bracket members of each of the anti-tip assemblies comprises a first flange extending into the first channel of the track flanked by the bracket members, and a second of the bracket members of each of the anti-tip assemblies comprises a second flange extending into the second channel of the track flanked by the bracket members.
 3. The system of claim 2, wherein the first and second bracket members are movable relative to each other to modify a distance therebetween, the distance being limited to maintain the first flange inside the first channel and the second flange inside the second channel.
 4. The system of claim 3, wherein each of the anti-tip assemblies further comprises a coupling assembly that couples the bracket members together across the track flanked by the bracket members, the coupling assembly limiting the distance between the bracket members to maintain the first flange inside the first channel and the second flange inside the second channel as the support frame is moved along the tracks.
 5. The system of claim 4, wherein the first and second bracket members each comprises a through-hole, the coupling assembly comprises a nut and a limit bolt having a head portion, and a shaft portion extending away from the head portion, the head portion of the limit bolt is adjacent the through-hole of the first bracket member, the head portion being configured not to pass through the through-hole of the first bracket member, the shaft portion of the limit bolt extending from the head portion through the through-hole of the first bracket member, across the track flanked by the first and second bracket members, and through the through-hole of the second bracket member to position a threaded distal portion of the shaft portion outside the through-hole formed in the second bracket member, the nut is threadedly engaged with the threaded distal portion of the shaft portion of the limit bolt, the nut being configured not to pass through the through-hole of the second bracket member, and the distance between the bracket members is limited by the head portion of the limit bolt and the nut.
 6. The system of claim 4, wherein the coupling assembly comprises a compressed spring disposed about the shaft portion of the limit bolt between the bracket members, the compressed spring biasing the bracket members outwardly away from one another.
 7. The system of claim 1, wherein the each of the anti-tip assemblies comprises a compressed spring disposed between the bracket members that biases the bracket members outwardly away from one another.
 8. The system of claim 1 for use with a pair of spaced apart tracks having a first channel extending along the travel path and a second channel opposite the first channel and extending along the travel path, wherein the bracket members of each of the anti-tip assemblies flank one of the tracks, a first of the bracket members of each of the anti-tip assemblies comprises a first flange and a second flange, the first flange extending laterally relative to the travel path and into the first channel of the track flanked by the bracket members, the second flange being slidably connected to the support frame, and a second of the bracket members of each of the anti-tip assemblies comprises a third flange and a fourth flange, the third flange extending laterally relative to the travel path into the second channel of the track flanked by the bracket members, the fourth flange being slidably connected to the support frame.
 9. The system of claim 8, wherein the first and second flanges are slidably connected to the support frame by a mounting bracket comprising an open ended channel that extends laterally relative to the travel path, the second flange of the first of the bracket is received inside a first open end of the open ended channel, and the fourth flange of the second of the bracket is received inside a second open end of the open ended channel, the second and fourth flanges being slidable inside the open ended channel relative to the mounting bracket and each other.
 10. The system of claim 9, wherein the second and fourth flanges are adjacent a slip spacer anchored to the mounting bracket inside the open ended channel, the second and fourth flanges being slidable inside the open ended channel along the slip spacer.
 11. The system of claim 9, wherein the second and fourth flanges are sandwiched between a pair of slip spacers anchored to the mounting bracket inside the open ended channel.
 12. The system of claim 11, wherein the open ended channel is at least partially defined by a sidewall having a pair of apertures, and each of the slip spacers comprises a projection received inside one of the pair of apertures that anchors the slip spacer inside the open ended channel.
 13. The system of claim 1, wherein the bracket members of each of the anti-tip assemblies flank one of the tracks, and the system further comprises: a foot actuated braking assembly connected to a selected one of the anti-tip assemblies, when actuated, the braking assembly moving the bracket members of the selected anti-tip assembly inwardly toward one another to clamp the track flanked by the first and second bracket members therebetween and limit movement of the first and second bracket members relative to the flanked track.
 14. The system of claim 13, wherein the selected anti-tip assembly further comprises a compression spring disposed between the bracket members of the selected anti-tip assembly, the compression spring being configured to bias the bracket members outwardly from the track flanked by the bracket members when the braking assembly is not actuated to allow the bracket members to move relative to the flanked track.
 15. The system of claim 1 for use with a pair of spaced apart tracks having a central portion with an upwardly opening channel formed therein, wherein each of the movable support assemblies comprises a wheel configured to be received inside and roll along the upwardly opening channel formed in the central portion of one of the tracks.
 16. The system of claim 1 for use with a pair of spaced apart tracks having a central portion with a rail, wherein each of the movable support assemblies comprises a wheel having a groove configured to receive the rail, the wheel being configured to roll along the rail.
 17. An anti-tip assembly connectable to a support frame and an elongated track mountable to a floor, the track having a longitudinally extending central portion flanked by a first outwardly extending flange and a second outwardly extending flange, the first flange overhanging a first longitudinally extending channel, the second flange overhanging a second longitudinally extending channel, the anti-tip assembly comprising: a mounting bracket connectable to the support frame, and when so connected, the mounting bracket defining a first portion of an open ended channel and a portion of the support frame defining a second portion of the open ended channel; a first bracket member comprising a body portion, a first flange extending outwardly from the body portion, and a second flange spaced from the first flange and extending outwardly from the body portion, the first flange of the first bracket member extending into a first open end of the open ended channel and the second flange of the first bracket member extending into the first longitudinally extending channel of the track underneath the first flange overhanging the first longitudinally extending channel; a second bracket member comprising a body portion, a first flange extending outwardly from the body portion, and a second flange spaced from the first flange and extending outwardly from the body portion, the first flange of the second bracket member extending into a second open end of the open ended channel and the second flange of the second bracket member extending into the second longitudinally extending channel of the track underneath the second flange overhanging the second longitudinally extending channel, the first flanges of the first and second bracket members being slidable inside the open ended channel relative to the mounting bracket; and a coupling assembly movably coupling the first and second bracket members together and determining a maximum spacing therebetween, the coupling assembly comprising a biasing member positioned between the first and second bracket members and configured to bias the first and second bracket members outwardly away from one another within the maximum spacing.
 18. The anti-tip assembly of claim 17, further comprising: a braking assembly configured to decrease the maximum spacing between the first and second bracket members to clamp the track between the first and second bracket members.
 19. The anti-tip assembly of claim 18, wherein the body portion of the first bracket member comprises an aperture located between the first and second flanges, and the anti-tip assembly further comprises: a braking assembly pivotally connected to the coupling assembly adjacent the first bracket member, the braking assembly being pivotable relative the first bracket member between a brake released position and a brake engaged position, the braking assembly comprising a projection positioned inside the aperture of the body portion when the braking assembly is in the brake released position, when the braking assembly is in the brake engaged position, the projection being positionable upon the body portion outside the aperture, and when positioned upon the body portion outside the aperture, the projection pressing the first bracket member toward the first flange of the track and causing the braking assembly to pull the second bracket member toward the second flange of the track thereby decreasing the maximum spacing between the first and second bracket members clamping the track between the first and second bracket members.
 20. The anti-tip assembly of claim 19, wherein the aperture of the first bracket member comprises a notch formed in an edge of the body portion of the first bracket member between the first and second flanges.
 21. The anti-tip assembly of claim 19, further comprising: a first wear plate disposed between the first bracket member and the first flange of the track; and a second wear plate disposed between the second bracket member and the second flange of the track, when the braking assembly is in the brake engaged position, the first bracket member presses the first wear plate into frictional engagement with the first flange of the track and the second bracket member presses the second wear plate into frictional engagement with the second flange of the track thereby limiting the movement of the anti-tip assembly along the track.
 22. The anti-tip assembly of claim 18, wherein the coupling assembly comprises a rotatable member that is rotatable relative to the first bracket member and the second bracket member, the body portion of the first bracket member comprises a first outwardly extending projection located between the first and second flanges, the body portion of the second bracket member comprises a second outwardly extending projection located between the first and second flanges, and the anti-tip assembly further comprises: a brake actuator configured to selectively rotate the rotatable member relative the first and second bracket members between a brake released position and a brake engaged position; a first braking member adjacent the body portion of the first bracket member and non-rotatably coupled to the rotatable member for rotation therewith, the first braking member comprising a first aperture positioned to receive the first projection of the first bracket member when the rotatable member is in the brake released position, the first braking member further comprising a first surface outside the first aperture positionable upon the first projection of the first bracket member when the rotatable member is in the brake engaged position; a second braking member adjacent the body portion of the second bracket member and non-rotatably coupled to the rotatable member for rotation therewith, the second braking member comprising a second aperture positioned to receive the second projection of the second bracket member when the rotatable member is in the brake released position, the second braking member further comprising a second surface outside the second aperture positionable upon the second projection of the second bracket member when the rotatable member is in the brake engaged position, when the rotatable member is in the brake engaged position, the first surface pressing on the first projection to press the first bracket member toward the first flange of the track, the second surface pressing on the second projection to press the second bracket member toward the second flange of the track to thereby decreasing the maximum spacing between the first and second bracket members clamping the track between the first and second bracket members.
 23. The anti-tip assembly of claim 22, further comprising: a first wear plate disposed between the first bracket member and the first flange of the track; and a second wear plate disposed between the second bracket member and the second flange of the track, when the rotatable member is in the brake engaged position, the first bracket member presses the first wear plate into frictional engagement with the first flange of the track and the second bracket member presses the second wear plate into frictional engagement with the second flange of the track thereby limiting the movement of the anti-tip assembly along the track.
 24. The anti-tip assembly of claim 17, further comprising: a bumper assembly mounted to the mounting bracket and extending outwardly therefrom to a location forward of the mounting bracket, the first bracket member, the second bracket member, and the coupling assembly.
 25. A movable shelving system comprising: a shelving unit; a pair of spaced apart tracks defining a travel path; a support frame connectable to the shelving unit; a plurality of movable support assemblies connected to the support frame and configured to move the support frame along the tracks, the support frame being configured to support the shelving unit on the movable support assemblies while being moved along the tracks; and a plurality of anti-tip assemblies connected to the support frame, each of the anti-tip assemblies having a track engaging assembly that movably couples the support frame to the tracks, the track engaging assembly being movable laterally relative to the travel path to accommodate misalignment of the tracks.
 26. A movable shelving system comprising: a pair of spaced apart tracks defining a travel path; a plurality of mobile shelving units movably mounted to the tracks to travel relative thereto along the travel path; and a plurality of anti-tip assemblies connected to each of the shelving units, each of the anti-tip assemblies having a track engaging assembly that movably couples at least a portion of one of the mobile shelving units to one of the tracks, the track engaging assembly being movable laterally relative to the travel path to accommodate misalignment of the tracks.
 27. The movable shelving system of claim 24, wherein each of at least a portion of the anti-tip assemblies comprises a bumper assembly, each of the bumper assemblies being connected to one of the mobile shelving units by a first anti-tip assembly and positioned to engage a second anti-tip assembly connected to a different one of mobile shelving units.
 28. A movable shelving unit comprising: a plurality of upright supports; a plurality of spaced apart tracks defining a travel path; a plurality of movable support assemblies each connected to and supporting one of the upright supports on one of the tracks, the movable support assemblies being configured to move the upright supports along the tracks; and at least one anti-tip assembly connected one of the movable support assemblies, the at least one anti-tip assembly having a track engaging assembly that movably couples the one of the movable support assemblies to the track upon which the one of the movable support assemblies is supported, the track engaging assembly being movable laterally relative to the travel path to accommodate misalignment of the tracks. 